| Factor | Score | Distribution | Value | Avg | Rank |
|---|---|---|---|---|---|
Valuation | 8 | — | 17.8x | Bottom tier | |
Growth | 31 | 80.2% | 7.1% | Bottom tier | |
Quality | 26 | -47.2% | 4.5% | Bottom tier | |
Safety | 37 | — | 2.6x | Bottom tier | |
Capital Return | 24 | — | 2.12% | Bottom tier | |
Momentum | 50 | — | 2.9% | Around median | |
Sentiment | 68 | 5 | 3 | Top tier |
Estimates — analyst targets and a simplified DCF, not investment advice.
BETA Technologies is developing an electric and hybrid aviation ecosystem that includes the CX300 conventional takeoff and landing aircraft, the A250 vertical takeoff and landing aircraft, and the autonomous-capable MV250 hybrid military aircraft. Its revenue model extends beyond aircraft sales to include chargers, motors, batteries, flight-control computers, software, and testing and engineering services; the company has sold components to programs affiliated with Eve, Horizon, and General Dynamics, while expanding its collaboration with GE Aerospace in hybrid propulsion. As of August 12, 2026, its order backlog stood at 1,001 aircraft valued at $3.9 billion, with a mix of approximately 50% CTOL aircraft and 50% VTOL aircraft, in addition to its components and charging infrastructure businesses.
In Q2 of fiscal year 2026, BETA reported revenue of $14.7 million, exceeding its guidance range of $8–11 million and growing 146% year over year. The outperformance was primarily driven by revenue from the EPFD program with GE Aerospace and charger deliveries to the Florida Department of Transportation; operating expenses totaled $166 million, including $122 million for research and development and $44 million for general and administrative expenses, while adjusted EBITDA was negative $110 million. The call did not disclose net income or gross margin for the quarter, but the latest available EDGAR data for Q1 of fiscal year 2026 showed revenue of $10.1 million and gross profit of $5.8 million, equivalent to a gross margin of approximately 57%, a net loss of $122.3 million, and negative earnings per share of $0.53.
The company ended Q2 of fiscal year 2026 with approximately $1.5 billion in cash and cash equivalents and raised its fiscal year 2026 revenue guidance to $42–50 million. In contrast, it expects adjusted EBITDA to be negative $400–445 million and capital expenditures of $150–200 million, as it accelerates spending on vertical integration and production readiness. BETA is exploring an expansion of its financing relationship with the Export-Import Bank of the United States for up to $1 billion in net financing to fund capital assets, without announcing a definitive timeline for the agreement.
Automated analysis for informational purposes only — not investment advice.
The average analyst price target is $31.75, within a range of $29 to $34, with a “Buy” consensus; the average is below the 52-week high of $39.5 and above the low of $13.43. However, the absence of a price-to-earnings ratio because of losses, and the $4.5 billion market capitalization reaching approximately 90–107 times fiscal year 2026 revenue guidance of $42–50 million, make the valuation highly dependent on successful certification and converting the order backlog into revenue. The wide 52-week range between $13.43 and $39.5 reflects the valuation's sensitivity to regulatory progress and cash spending, despite the positive analyst consensus.
Figures in the text are as of 2026-08-31; the live price is shown at the top of the page.
BETA generated revenue of $14.7 million in Q2 of fiscal year 2026, driven primarily by the EPFD program with GE Aerospace and charger deliveries to the Florida Department of Transportation. Other revenue sources include motors, batteries, flight-control computers, software, and testing services, with announced customers such as Eve, Horizon, and General Dynamics. Management expects margins typically between 40% and 60% in the components business and says flight-control computer margins are higher. The company raised its fiscal year 2026 revenue guidance to $42–50 million.
As of August 12, 2026, BETA's order backlog stood at approximately 1,001 aircraft valued at $3.9 billion, compared with a target of $4 billion by the end of fiscal year 2026. The mix is divided approximately equally between CTOL and VTOL aircraft. One of the latest additions was the Loganair order, which followed the operation of BETA aircraft on postal routes connecting cities and communities in Scotland in collaboration with Royal Mail. The backlog value does not yet represent recognized revenue, as converting it into sales requires the completion of certification, production, and delivery.
BETA said on August 12, 2026, that continuous rotation was no longer a limiting factor for the H500A program after reaching a path with the FAA that does not require changing the motor. The company nearly completed requirements-based testing covering 2,100 software requirements, with formal FAA-witnessed testing underway alongside ongoing mechanical, environmental, and longer-term testing. For CX300, the company completed the requirements definition phase after the final issue paper was signed and the FAA accepted 100% of the detailed design standards set. However, compliance plans, TIA testing, structural testing, durability testing, and flight testing remain part of the work required before certification.
BETA unveiled the MV250 on July 20, 2026, as an autonomous-capable hybrid military aircraft for logistics in contested environments. The aircraft carries 2,000 pounds over a tactical range of 250 nautical miles, exceeds a speed of 170 knots, and has an expected repositioning range of more than 1,300 nautical miles. It relies on a 1.4-megawatt hybrid turbogenerator developed with GE Aerospace and integrates the Sikorsky MATRIX system for autonomous missions. The company also advanced to the second phase of classified programs with General Dynamics and entered the first phase of a separate program to provide hardware solutions.
BETA ended Q2 of fiscal year 2026 with approximately $1.5 billion in cash and cash equivalents. For fiscal year 2026, it expects adjusted EBITDA of negative $400–445 million, in addition to capital expenditures of $150–200 million. It announced plans to expand Export-Import Bank of the United States financing to up to $1 billion in net financing to fund facilities, equipment, and tooling, but no definitive timeline was announced. Therefore, current liquidity provides a substantial base, but the pace of spending, certification, and the actual receipt of EXIM financing remain critical factors in the funding runway.
The first risk is the large gap between revenue and spending, as the company reported $14.7 million in revenue and adjusted EBITDA of negative $110 million in Q2 of fiscal year 2026. The second risk is regulatory and execution-related because H500A and CX300 have not yet received final certification despite the announced progress with the FAA. Quarterly revenue also depended primarily on the EPFD program and deliveries of chargers to the Florida Department of Transportation, while Q3 fiscal year 2026 guidance calls for lower revenue of $8–12 million. Valuation adds another risk, as the $4.5 billion market capitalization equals approximately 90–107 times the fiscal year 2026 guided revenue range, with no price-to-earnings ratio because of losses.
